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Well here are some results for the Vargas Stage III upgrade that has caused the N54 forum section to basically be engaged in chaos for the past few months. From accusations of vaporware, to comparison to single turbo upgrades, to countless other arguments the day has come and the Stage III Vargas Turbo upgrade dyno'd on 91 octane with no meth 572 horsepower to the rear wheels. This is with a Cobb flash tuned by BimmerBoost vendor Pro-Tuning Freaks.

Impressive? Yep, sure is and this seems to also be a 91 octane pump gas only world record for the N54. Now keep in mind this is just the beginning. What will it do with meth? What will do on E85? What will it do with race gas and big boost? What about different turbos? Sky appears to be the limit but for now this kind of performance on pump gas sure is a big boost (hah, get it?) to the N54 scene.

Congratulations to all involved, Vargas Turbo Tech, Pro-Tuning Freaks, Cobb, and just the N54 community as well. The impossible just became possible. Pictures, video, and dynograph below.

FWIW Many a time you'll simply have cylinder 1 quiet and never/rarely complain (timing correct). Tuning high powered N54 (large turbo or turbos) with the way JB/Procede log timing today (just cylinder 1 and flying blind on timing in the other 6 cylinders) is just really risky business IMHO. Doesn't give you an opportunity to realize any issues early on and address them on time.

It may just be heavy carbon buildup in that cylinder slightly changing compression characteristics there (but not other cylinders) and may just need a good valve cleaning or maybe some seafoam might help clean the piston tops or maybe even a bad spraying injector might be needing replacement.

For flatline (ok, major timing corrections) testing purposes on MSD81s (who flatline the most) it is almost always cylinder 1 taking a dump, taking 4 and sometimes 5 with it.

Someone please show me a legitimate log with this timing correction issue on MSD81 where timing takes a dump in 4th but doesn't take a dump in 1st.

I got hundreds of logs showing the EXACT same thing. I think that's a very representative sample.

What makes you think that Cylinder 1 is special ? It's a cylinder like any other. If anything, it's the most cooled cylinder and it has the fewest timing drops.

3 logs attached...out of dozens.

He is simply going by what he's seen happen on his own car making it a platform wide scenario/fact. I have two of your logs Ben that show cyl1 quiet with other cylinders such as 5 correcting to -10.x, that you sent me. If you still have your old emails you can find them.

If anything, cylinder 1's intake manifold runner design (i.e. dimple in the runner for reasons of fitment of the oil filter housing) will prevent cylinder 1 from seeing as much air flow as others and it'd very likely be one that produces the least power of the 6.

If anything, cylinder 1's intake manifold runner design (i.e. dimple in the runner for reasons of fitment of the oil filter housing) will prevent cylinder 1 from seeing as much air flow as others and it'd very likely be one that produces the least power of the 6.

Yea, I remember this was a known problem that Mat Morkin & DBFIU were hoping to solve with their intake manifold, unfortunately it seems that never materialized

He is simply going by what he's seen happen on his own car making it a platform wide scenario/fact. I have two of your logs Ben that show cyl1 quiet with other cylinders such as 5 correcting to -10.x, that you sent me. If you still have your old emails you can find them.

If anything, cylinder 1's intake manifold runner design (i.e. dimple in the runner for reasons of fitment of the oil filter housing) will prevent cylinder 1 from seeing as much air flow as others and it'd very likely be one that produces the least power of the 6.

And I have logs that correct 3 degrees on cylinder 1 with the other 5 dead quiet as well, only when throttle angle is below 80-81 which was a quirk of race code (along with other issues). The flatline/major correction has absolutely nothing to do with manifold design and everything to do with perceived torque within the tcu. Please forward me these logs btw when you have a chance.

And again its not unique to my car and everything to do with the fact you aren't tuning with all available tables within the DME.

Honestly this guy just likes to argue. It was pretty pretty pretty obvious he referred to meth as it is the only liquid fuel (atomized or not) that is actually traveling through the intake manifold at this point. But hey forget what he was saying just make a post disputing it anyways.

Hey guys, new intake manifold design coming very soon. Nafoo and I spent some time looking it over last Sunday. I have managed to eliminate all of the dent in cylinder 1 by going up and over the stupid screw that causes the dent. The dent literally takes up half the runner for cylinder 1, so it's pretty bad. I will post pics soon. I am trying a few things to make the part clean and look pleasing to the eye. I don't want to make any promises as when stage 1 will be out, but Nafoo can confirm that it will fit, just be ready get out the allen wrenches. I have a few weeks to put into this because my tuner is out of town, so I have no EB truck to work on, and I plan on getting this knocked out. Looking at even becoming a vendor soon too.

Hey guys, new intake manifold design coming very soon. Nafoo and I spent some time looking it over last Sunday. I have managed to eliminate all of the dent in cylinder 1 by going up and over the stupid screw that causes the dent. The dent literally takes up half the runner for cylinder 1, so it's pretty bad. I will post pics soon. I am trying a few things to make the part clean and look pleasing to the eye. I don't want to make any promises as when stage 1 will be out, but Nafoo can confirm that it will fit, just be ready to get out the allen wrenches. I have a few weeks to put into this because my tuner is out of town, so I have no EB truck to work on, and I plan on getting this knocked out. Looking at even becoming a vendor soon too.